Internal-combustion engine.



F. E..BLACK.

INTERNAL COMBUSTION ENGINE APPLICATION FILED OCT. 15, 1,913.

Patented June ,29, 1915.

Inventor Attorneys FRED n. BLACK, or s1. LOUIS, MISSOURI.

INTERNAL-COMBUSTION ENGINE- Specification of Letters Patent.

Patented June 29, tom.

To all @071 am it may concern:

Be it known that I, FRED E. BLACK, a

citizen of the United States, residing at Sit.

Louis, in theState of Missouri, have invented a' new and useful Internal-Combuswhich the following is a specification.

The present invention relates to improvements in internal combustion engines, one object of the invention being the provision of a novel construction of main intake and scavenging controlling valve, which may be operated at the proper time and also permi't of the forward or reverse action of the engine as may be desired.

A further object of the present invention, is the provision of an explosion en gine, provided with a main chamber, which is provided with a valve'controlled intake .port and a scavenging valve controlled outlet port, there being disposed therein, a

main valve for controlling the introduction .of the carbureted air to the chamber of the explosion engine, and also the release of the scavenging gases and air therefrom.

With the foregoing and other objects in view which will appear as the description proceeds, the invention resides in the com bination and arrangement of parts and in the details of construction hereinafter described and claimed, .it being understood that changes in the precise embodiment of the invention herein disclosed can be made within the scope of what is claimed without departing from the spirit of the-invention;

In the drawings-Figure 1 is a transverse sectional view through an explosion engine embodying the'present invention, the parts being'in the position they assume just pre- I vious to the end of the explosion stroke. Fig. 2 is a similar view of the-parts in the position they assume at the beginning of the scavenging stroke. Fig. 3 is a top plan view of the cam employed for actuating the main controlling valve.

Referring to the drawings, thenumeral-h;

designates the base of the engine, whic v carries the power cylinder 2, the power pis-' ton P disposed therein for reciprocation and having thepiston rod 3 connecting the sameto the crank shaft.4.- Connected in any desired manner to the crank shaft 4 is a gear 5, which operates the large gear 6. This gear 6 is keyed to and controls the countershaft 7, upon which there is keyed cam rim 12, said rim being provided with the inclined end portions a and b which lead down upon, the flat surface of the disk. This disk or valve controlling member 9, as clearly shown! in Figs. 1 and 2, is mounted for rotation within the casing 10, the detailed arrangement and operation of said disk being set forth later on.

A chamber 13 is cast integral or otherwise at one side of the upper end ofthe cylinder 2, and is provided with the port 14, which leads through the duct or channel 15 into the upper end of the explosion chamber 16 of the engine, the exhaust port '17 of the chamber beingdisposed at'the opposite side to the intake port or channel 15 and in a position to permit-of the direction of the burnt charges from the explosion chamber.

The depending member-l8 is adapted to .be connected to the intake manifold (not shown) of the engine and is provided with the intake port 1 9, while the scavenging outlet member 20 is provided with the port 21. A valve 22 controls the port 19,: the stem 23. being normally acted upon b i the spring 24 to hold the valve 22 seate and thus'to close the introductionport- 1%.. for the carbureted air into the auxiliary cham ber 13.

The valve 25 is disposed to control the port 14, its stem 26 being disposed for vertical reciprocatory movement in the sleeve 26, the spring 27 normally holding the valve 25 toward closed position, with the plunger 28 carryin the roller 29 is mounted to be guided in t e projecting portion 30 of the casing 10. By this means, the disk 9 as it, rotates, imparts to the stem 26 and its "@valve 25, the desired vertical movement to control the port 14.

A valve30 controlled by the spring 31 is disposed control the port 25 of the scavenging outlet 20, all of the valves in the present caseibeing spring, closed, the valve 22' being opened by the suction action for the delivery of the carbureted air to the engine, while the valve 30 is. opened due to the compression of the scavenging charge by the power piston 3 upon its upward movement, when the valve 25 is in the position as shown in Fig. 2.

From the foregoing description taken in connection with the drawings, it is evident that with the present structure, the power piston has imparted thereto a four cycle movement, the valve25 being held open during approximately a two cycle movement of the piston P, or when the cam member 12 is in engagement with the roller 29, and thus elevating the valve 25. This action takes place approximately for a full revolution of the crank shaft, or from the beginning of the upward movement of the power piston after having been propelled downwardly by the explosion of the carbureted air, and until after the next downward movement which intakes a charge of carbureted air through the open ports 19 and 1 1 into the explosion chamber 16, By this means, it will be seen that the valve 25 will be mechanically held open during the scavenging of the engine in the position, as shown. in Fig. 2, the scavenging charge being propelled through the port or channel 15 into the casing 13 and out of the port 21 through the scavenging outlet chamber 20. It is therefore apparent that the next downward movement of the piston P, will produce a suction in the chamber 13 and consequently :ermit the valve 30 to close while the suction action will open the valve 22 and thus permit of the introduction to the explosion chambern 16 of the charge. Upon the u ward or compression stroke of the piston the cam 12 will be from under the roller 29, and consequently the valve 25 will close the port 14, and permit of the proper compression of the charge within the chamber 16,.

said valve 25 being closed as before stated during the explosion or next downward stroke of the piston P. By this means, it will be seen that a four-cycle engine is produced, with the simple structure herein set forth, and that also by the disposition of the disk 9, a reverse action will be given the piston P Without in any way affecting the timed action of the respective valves 25, 22 and 30.

What is claimed is:

An internal combustion engine, including a power cylinder having an intake port at its upper end, and an exhaust port at the opposite side nearthe lower end, a power piston mounted therein, an auxiliary chamber located adjacent the upper end and to one side of the power cylinder, said auxiliary chamber being in communication with the intake port of the power cylinder and being further provided with an inclinedly disposed intake port and a horizontally disposed and reduced scavenging port, the intake port and the scavenging port opening in opposite directions, two valves, one to the intake and the other to the scavenging port, a main valve for controlling communication between the auxiliary chamber and the combustion chamber of the engine, said intake port being disposed to open inwardly, a spring for closing the same, said scavenging valve being disposed to open outwardly, a spring for holding it closed, a crank shaft operably connected to the power piston, and mechanical means carried by the crank shaft for actuating the main valve.

In testimony that I claim the foregoing as my own, I have hereto affixed my signature in the presence of two witnesses.

FRED E. BLACK.

Witnesses:

L. R. HICKS, D. P. HOWARD. 

